Railway fog-signal.



W. .I. PRIEST.

RAILWAY FOG SIGNAL. APPLICATION FILED DEC. 2, 1913.

1,131,552, Patented Mar.9,1915.

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QX- i rneweo THE NORRIS PETERS CO. PHOTCYLITHOH WASHINGTON D. cv

W. J'. PRIEST. RAILWAY FOG SIGNAL. APPLICATION FILED DEC. 2, 1913.

' Patented Mar. 9, 1915.

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3 SHEETS-SHEET 2.

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W. J. PRIEST. RAILWAY FOG SIGNAL. APPLICATION TILED 11120.2, 1913.

Patented Mar. 9, 1915.

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WcfPr THE NORRIS PETERS 60., PHOTO-LITHQ, WASHINGTON, D. C.

F ICE.

WILLIAM J'. PRIEST, OF BROOKLYN, NEW YORK.

RAILWAY ros-srenan To all Mam it may concern Be it known that I, lViLLIAM J. Pnmsn; a citizen of the United States, residmg at;

Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements in Railway Fog- Signals; and I do hereby declare the following to be a full, clear, and exact descr1pt1on of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to railway fog signals, designed to be used for stopping a train at a station during a storm or when the fog is so thick that the engineer cannot see the semaphore signals or the lights at a distance from the moving train.

One of the principal objects of the invention is to provide means to be carried by the locomotive which will indicate to the engineer that the semaphore or ordinary signals have been set to stop the train and when the fog or storm prevents him from seeing these signals.

Another object of the invention is to provide means to be carried by the locomotive for automatically operating a signal within view of the engineer when the semaphore has been set at danger.

These and other objects may be attained by means of the construction illustrated in the accompanying drawing, in which,

Figure 1 is a view in elevation showing the signal device connected to a locomotive, and a signal device or semaphore set in safety position and showing in dotted lines the danger position of said semaphore or signal, Fig. 2 is a detail plan view or elevation showing the means for connecting the semaphore or signal device with the main signal or semaphore to be operated by the station master or Signalman, Fig. 3 is a plan view showing the front end of the locomotive with the stop signal attachment set in position to be operated by the signal device at the station and showing said signal device in full lines in safety position, and in dotted lines in danger position, the main signal post being shown in section, Fig. 4c is a detail view of the light at the top of the signal device on the locomotive, Fig. 5 is a similar view showing the signal light turned one quarter of a revolution, Fig. 6 is a detail sectional view showing the brake for stopping the signal on the locomotive at each quarter revolution of the pole, Fig. 7

Specification of Letters Patent.

7 Application filed December 2, 1913. Serial No. 804,28G

Patented Mar. 9, 1915.

s a detail sectional view showing the contact arm and the ratchet wheel and pawl for l {turning the signal pole on the locomotive, and Fig. 8 1s a detail view showing the spring for returning the pole to its normal position when the pawl has been released from the ratchet wheel.

Referring to the drawings the numeral 1 designates a portion of the locomotive and 2 the track rails. Secured to the side of the locomotive is a base plate 3, for supporting the stop signaling device, and projecting outward from the base plate 3 are the supporting members 4:. Mounted to rotate in the supporting members 4: is the signal post 5, said post having a nut or stop 6 adjacent to the upper supporting member 4: and a similar nut or stop 7, at the lower end of the pole 5.

Connected line 8 is a ratchet wheel 9. An arm 10 is mounted on the pole 5 and provided with two separated members 11, which rotate freely on said pole. The ratchet wheel 9 is mounted between the members 11 and a pawl 12 is pivoted to the arm 10 and proyided with a spring 13 for holding the pawl 1n connection with the ratchet wheel 9. For returning the arm 10 to its normal position after the pawl 12 has been released from the ratchet wheel 9 I provide a spring 15, one end of which is secured to a boss 16 on the base plate 3, while the opposite end is secured to one of the members 11, and intermediate the two ends a series of coils 17 surround the pole 5, as shown more clearly in Fig. 8. To the pole 5 is a friction wheel 18 which may be provided with projections 19 to be engaged by a brake shoe 20 having a shank 21 surrounded by a spring 22 for normally holding the brake against the friction wheel 18.

At the upper end of the pole 5 is a semaphore arm a and a light 2), said light having a white lamp upon two opposite sides and a red lamp upon the other two sides.

Located at a suitable point at the side of the track 2 is a signal pole 23 provided with a red and white light 2d at its upper end. The pole 23 is connected to an arm 25 mounted to slide in keepers 26 on a suitable plate or support 27. Connected to a lug 28 on the arm 25 is a bell-crank lever 29 provided with a slot 30, through which the pivot pin 31 extends, said pin being connected to the lug 28. Ihe bell-crank lever 29 is pivoted at to the pole 5 by means of a 32 to a suitable support 33, and connected to the bell-crank lever is a rod 34 extending to the main signal or semaphore 35.

The operation of my invention may be briefly described as follows: During a fog or storm when the engineer cannot see the ordinary semaphore signal, the signal device on the locomotive is set in position, as shown in Fig. l, with the semaphore arm extended outwardly, the arm 10 projecting at right angles to the movement of the train. When the semaphore 35 is set at danger position the wire connection 34: operates the bellcrank lever 29 and throws the signal pole 23 into the dotted line position shown in Fig. 1, in the path of the arm 10 on the locomotive. When the arm 10 comes in contact with the pole 23 the signal light 6 and the arm a are turned a quarter of a turn to display the red light to the engineer.

From the foregoing it will be obvious that myinvention will operate automatically to indicate to the engineer that he must come to a stop when the semaphore signal is set at danger point and he is unable to see it owing to the storm or fog.

What is claimed is l. A fog signal device comprising a supporting plate connected to the locomotive or car, a rotatable pole journaled in projections from said plate, an arm mounted to rotate on said plat-e, said arm carrying a pawl, a ratchet wheel on said pole, a brake for said pole,and a semaphore and light connected to the upper end of said pole, in combination with a signal pole located at the side of a track and adapted to be moved into and out of the path of said arm.

2. A fog signal device for locomotives,

comprising a rotatable signal pole having a light and semaphore thereon, an arm journaled to move freely on said pole, a ratchet wheel fixed to said pole, a pawl pivoted to said arm, for engaging said ratchet wheel, in combination with a signal pole mounted to slide into and out of the path of the said freely journaled arm, said signal pole being operated from the semaphore. V

3. In a fog or storm signal for railways, the combination of a signal pole supported upon the locomotive and adapted to be rotated, an arm loosely mounted on said pole, a pawl carried by said arm, a ratchet wheel fixed to said pole, a signal pole located at the side of the track and adapted to be moved into and out of the path of the arm on the locomotive, an ordinary main signal or semaphore, said last named signal pole adapted to be operated simultaneously with the main signal or semaphore.

i. A railway fog and storm signal coInprising a pole, a support to be mounted upon a locomotive, said pole rotatable upon the support, an arm connected to said pole, a ratchet wheel fixed to said oted to said arm to cooperate with the ratchet wheel, said pole carrying a light and semaphore arm at its upper end and means adapted to be thrown into and out of the path of said arm for operating the signal pole to indicate to the engineer that the train must come to a stop. 7

In testimony whereof I aflix my signature inpresence of two witnesses.

lVILLIAM J. PRIEST. Witnesses: OTTO PRETOH,

SAL. F. ESPOSITO.

copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, I). 0.

pole, a pawl piv- 

